Thanks for clarifying the radio - wanted to know a bit more detail about it. I'll add it to my stuff.
My understanding of the ECP system is that the batteries on the cars are charged from Trainline power. if the Locomotive ECP control unit looses comms (Cable break) with the End of Train unit it initiates an emergency application.
An ECP EMERGENCY APPLICATION. NOT A PNEUMATIC EMERGENCY APPLICATION. FML...
The emergency transfers through the Brake Pipe front to rear to the cars disconnected from the Train line which sense the Brake pipe drop.
WHAT BRAKE PIPE DROP?
Trainline power is turned off after the emergency application, now Electro - Pneumatic mode with the ECP overlay mentioned above.
Oh for fuxake - mate, here's a tip. stop digging, or I'm going to start issuing warnings - I don't mind the occaisional inaccuracy, but when you have got absolutely no idea what you are talking about, and attempting to present your information as factual and refusing to listen, even when pointed to the actual AAR ECP standards, I get cranky.
If comms can't be restored after a 2 minute period ECP operation cannot be re-applied and, the disconnected cars from the Train line power remain in Emergency unless / until they sense a full release pressure in the Brake Pipe.
Which is there, unless the BP has parted. Cu release after 60 minutes.
Contrary to comms loss, if a car(s) looses just Trainline power it uses its battery power which when depleted releases the ECP application. This is a function of its own control and one or two cars in the overall consist is not a big issue. If less than 85% (90% depending on operative mode) of cars are above low battery voltage a penalty brake is applied from the locomotive unit.
Well, at least you got this part right...
The 60 minutes discussed above relates to the deactivation of the EOT unit sending communication acknowledgements after loss of Train line power.
No, it doesn't. It refers to the loss of comm with the HEU.
So this incident doesn't appear as a broken trainline cable but more like a Train line power issue.
You can happily run ECP with TL Power OFF
. I have done it occasionally myself. You do not need trainline power to have operative ECP, though you are now limited to CCD battery power, which will gradually deplete, and those cars will drop offline.
If a voltage drop after the mid train locomotives was in occurrence then that would / should have been known. Perhaps the gamble was maybe just less than 40 cars out.
I would believe that the train was pulled up by one of these occurrences above and provides an answer to the earlier questions of why it was stopped on this gradient. I would go further and say that the train ended up with an Emergency stop application primarily, post penalty or timed out.
This makes no sense whatsoever.
With Train Brake Control now under the control of the Locomotive's brake rack a failure of the Brake Portion CUT OUT valve or erroneous data or similar could have initiated an uncommanded brake pipe charge hence the release.
Doesn't matter, by the sounds of it, ECP never transitioned to cut-out except automatically on the rear portion, so the EAB would have kept the BP charged.
I disagree that the Rail industry is worse trained than others, training is defined by the technology and how it is sold. These and similar type problems exist in every other industry reliant or advanced technology. I'm not saying it right just as it is.
IF you're a Driver, you are a classic example of bad training...
You know what? Forget it. Clearly you know more about ECP brakes than those of us who actually work with ECP, its' faults and features on a daily basis, so I'm done.